Train-control apparatus.



AR. M. KAIUFMNN. TRAIN CONTROL`APPARATUS.

APPLICATION r|LEn1uLY3o. 1914.

1,172,608; Patented. F61).22,19.16.

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Petented Feb. 22,1916.'

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WITNESSES INVENTOR R. M. KAUFMANN.

TRAIN CONTROL APPARATUS.

APPLICATIVON FILED lULY 30. 1914.

Patented Feb. 22, 1916.

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WITNESSES RAYMOND M. KAUFMANN, 0F PITTSBURGH, PENNSYLVANIA.

TRAIN-CONTROL APPARATUS.

Specification of Letters Patent.

Patented Feb. 22, 1916.

Application filed July 30, 1914. SeIa1N0. 854,086.

To all whom t may concern:

Be it known that I, RAYMOND M. KAUF- MANN, a citizen of the United States, residing at Pittsburgh, Allegheny county, Pennsylvania, have invented a new and useful Train-Control Apparatus, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, in which- Figure 1 is an elevation of apparatus embodying my invention. Fig. 2 isa vertical section of the same. Figs. 3 and 4. are views similar, respectively, to Figs. 1 and 2, but illustrating a modification. Fig. 5 is a detail sectional view of a portion of the apparatus shown in Figs. 1 and 2. F 1g. 6 is a detail view of a portion of the apparatus shown in Figs. 3 and 4. Fig. 7 is a detail sectional view showing the clutch devices,and Fig. S is a diagram showing one arrangement of the track circuits which may be used in connect-ion with the apparatas.

My invention has relation to train control apparatus; and is designed to provide means of simple, reliable and eiicient character whereby an engineer or motor-man is compelled, under predetermined track conditions, to either reduce the speed of his train orelse be subject to an automatic stop.

My invention comprises a speed control.- ling device for the train and means for operating the speed device, and controlling mechanism for the said means and whose operation is dependent upon the speed of the train under certain predetermined track conditions.

My invention will be best understood by reference to the accompanying drawings, which will now be describei, it being premised, however, that various modifications may be made therein within the scope of the appended claims.'

ln the accompanying drawings, the numeral 2 designates a magnet shown as being of the solenoid type, and arranged to control the operation of train speed controlling device through suitable connections, such as indicated at 3. The speed controlling device may-be an air brake applying valve, such as indicated diagrammatically at 4 in Fig. 8, or it may be of any other suitable character. The magnet 2 is in a normally closed circuit which includes a battery 5 and which is completed through a moving pointer 6 which is arranged to traverse and contact with a scale-plate. This scale-plate is composed of a conducting segment 7 and an insulating segment 8, the two segments being of tapering curved form and overlapping each other" in the manner shown in Fig. It will be apparent that so long as the pointer 6 remains on the conducting segment 7, the circuit of the magnet 2 will remain closed and there will be no operation of the speed controlling device. If, however, the pointer be raised so as to contact with the segment 8, then the circuit is broken, the magnet 2 is denergized and the speed controlling device is operated.

We will now describe the means shown in Figs. 2 and 5 for controlling the movement of the1 pointer 6. In these figures,

this pointer is shown as carried by a shaft' which, as the speed of rotation of the shaft 15 increases, tends to assume a more nearly horizontal position and thus move the sleeve 11i upwardly against the action of the spring 1G. This upward movement of the sleeve 16 is effective, as will be seen, to move the pointer 6 across the scale in exact proportion to the speed of rotation of the shaft l5. This shaft is driven by any suitable connection, such as' indicated at 18 with an axle of the train or Vehicle.` The sleeve 17x may rotate in suitable bearings on the cylindrical frame 10. Under normal track conditions, the pointer 6 will be moved in exact accordance with the speed of the train and the scale 7 and 8 may be marked to indicate such speed.

20 designates an electromagnet which is controlled by track conditions, as will hereinafter be explained. 21 is an armature pivoted at 22, and having an arm 23 which normally bears against the end of a shaft 24 to hold said shaft against movement unl der the action of a counterweighted lever 25 which engages a grooved collar`26 on said shaft.

The shaft 24 has a squared or angular portion 24av to which is fixed a pinion 27 and a. cylindrical portion 28; andfis movable endwise sufficiently to bring either of said portions Within the hub of a worm wheel 29. This worm Wheel meshes with a worm`30 on the shaft- 15. 31 is a bar which is connected at its upper end to the verti cally movable cylindrical frame 10 and Whiclrhas rack teeth 32 for engagement with' the teeth of the pinion 27.

When the magnet 2O is denergized, the armature 21 falls, thereby releasing endwise pressure against the shaft 24 which has been occupying the position relative to the worm wheel 29,'indicated in Fig. 7. The counter weighted lever 25 now moves said shaft end wise to cause its squared portion 24b to come into driving engagement with the hub of the worm wheel. The latter, which is being rotated by the worm 30 then rotates the inion 27, and actuates the rack bar 31 to lift the frame 10 on the guide rod 11. The frame 10 Will continue to move upwardly until the lower end portion of the rack 32 engages the pinion 27. At this time, a cam member 33, carried by the bar 31, engages a collar 24c on the shaft 24 and forces said shaft endwise in the reverse direction to move said shaft out of driving relation to theworm Wheel 29. The bar 31 and frame 10 are then held in their elevated position by means of. a dog or pawl 34 carried by an angle lever 35, pivoted at 36, counterweighted at 37 and having a flexible connection 38 with the armature lever 21. When the frame 10 is thus raised, the contact point 6 of the pointer 6 is correspondingly raised on the conducting segment 7. Tf the speed of the train is relatively slow, said point (being at the wider portion of said segment) can. be raised a considerable oastance before leaving the segment 7 and engaging the insulating segment 8. If, however, the speed of the train is relatively high, the Contact point (being then on the narrower portion of the segment 7) will very quickly pass on to the insulating segment 8, if the speed of the train is not reduced.

As the denergization of the magnet will correspond to caution signals given the en gineer, he must either obey such .signal and reduce the speed of his train to a point where the contact point 6a will remain on the segment'7` or he Will receive an auto-- matic stop. By observation of the scale, the engineer can readily determine both his actual and permissive speed and can keep his actual speed within the safe predetermined limit. At such reduced speed he can proceed until a further track indication or signal is received.

The modification shown in Figs. .3, 4 and 6 has relation to the detailed arrangement of the pointer actuating means. It also illustrates meansiwvhereby the speedcontrolling device is made effective during backward as well as forward movement ofthe train. figures, the slaft 9a which carries the pointer 6b is journaled in a fixed frame 10a and is' actuated by the beveled gear connection 39 with a vertically movable shaft 40. This shaft is arranged t0 slide through a relatively fixed beveled gear 41 which is driven by a beveled gear 42 on a crank shaft 43 which engages the vertically movable sleeve 14"L of the centrifuge 17a. As the centrifuge moves it effects a corresponding movement of the shaft 43 and this actuates the beveled gears 41 and 42 to move the pointer. This shaft 40 also corresponds to the rack bar 31 before described 4for the purpose of effecting a vertical movement of the pointer. This bar may be actuated by rack and pinion mechanism similar to that shown in the preceding figures. I have, however, illustrated an actuating means which is ef fective during backward as well as forward movement of the train.` These means comprising a member 43X, shown as of disk form, and mounted for rotation in a fixed bearing 44. The shaft 24a has a cylindrical portion 24", and an angular portion 24. lVhen the parts are in the normal positions shown in Figs. 3 and 4, the shaft 24" is held in such position (as in the manner before described) that the portion 24b is within the hub of the disk 43. lVhcn the magnet 2()a is denergized, the movement of `the said shaft 24n brings its angular portion 24c within and into driving engagement with the hub of said disk, and the latter conuncnces to rotate. 45 designates a bar which is pivoted at 46 to the disk 43, and is connected at 47 to a lever 48. The latter is pivoted at 49 and has a lifting engagement at 50 with the shaft 40. Normally. the connection at 46 is directly on center as shown and therefore the device will operate when started in either direction, according to the direction of rotation of the train-driven shaft 15. The bar 45 has a. cross-arm 5l carrying a fork 52 at each end. When the disk has been rotated to its proper limit in either direction, one or the other of these forks will come into camming engagement with a head 53 on the shaft 24a and retract said shaft out of drivingengagement with said disk.

To hold the shaft 40 elevated, l provide the two-armed pawl 54, pivoted at 5 5 and In the arrangement shownA in these I energized. In both the forms shown, as soon as the magnet 2O or 202L is renergized, it attracts the armature 2l or 21a and restores it to the position shown in Figs. 2 and 4. This operates the pawl lever 35 through the connection 38 to release the pawl or dog 3i, or 34, and permits the member 31, or 40, to return to its normal position, thereby lowering the pointer to its normal position. In the arrangement shown in Figs. l and 2, the frame 10 may beiprovided with a dash-pot attachment l()b for the purpose of checking its descent.

Parts in Figs. 3 and -LL not specifically described, and whichl correspond to similar parts in the preceding figures, are given the same reference numeral, with the suflix a.7

In both arrangements, if after a track indication or impulse has been received, it is necessary to back the train, the action of the gears controlling the raising of the pointer will be reversed, thereby lowering the pointer to the same extent as that to which it was raised during the forward movement .of the train through the same distance. Thisrestores the parts back to proper positions.

The circuit of the magnet 20 may be controlled by any suitable arrangement of track apparatus or circuits. These form no part of my present invention except in the general combination. I have, however, in Fig. 8, shown diagrammaticallyan arrangement of track circuits which may be employed for controlling this magnet. In this arrangement the magnet 2O (or 20a) is included 4in a closed local circuit Ll5 which also includes a battery 46 and the armature 47 of a relay magnet 4S. This relay magnet is included in a battery circuit which is grounded at 4S) and 50 upon the trameI of the vehicle at opposite sides ot' thc insulation 5l. The connection at one side is made through the armature 52 of said magnet 4S. 53 designate track relays connected across the section ot track rails 54 in the usual manner and each having two armatures 55 and 56.

1Without describing in detail the circuits shown in this diagram, it will be apparent from the diagram that so long as the magnet 48 remains energized, the magnet 2O or 20a will also remain energized, the latter being in a normally closed circuit which is main energized. The operation of these track relays 53 are well known in the art.

My invention provides means of simple l obeys the signals received. The non-observance of such signals. or non-obeyance, re-

sults in the control of the train being takenA from his hands and the train automatically stopped.

It will also be noted that independent of track conditions, my invention provides means for insuring an automatic stop if a maximum safe limit of speed is exceeded, since in any such case the pointer will be moved to a circuit breaking position.

By the term train as used herein and in the appended claims, I intend to cover either a single vehicle or a plurality of connected vehicles.

I claim:

1. Train control apparatus, comprising a speed controlling device, an electromagnet for opera-tino the speed controlling device, a

single movable member included iny the cir-v cuit of said magnet, and means whereby the `position of said member is dependent in part upon the speed of the train and in'part upon i-rack conditions, and which by its position controls the circuit of said magnet', together with indicating means coperating with said movable member to indica-te the speed of the train at all times; substantially as described.

2. Train control apparatus, comprising a speed controlling device, means including a magnet for operating said device, a movable member included in the circuit of said magnet, a. fixed member which cooperates with the movable member to normally close said circuit, speed controlled means for normally determining the position of the movable member, and track controlled means for modifying the pi sition of said meinberlinder predetermined track conditions without affecting the extent of its speed-controlled movement; substantially as described.

3. '.Imin control apparatus, comprising speed controlling means including a magnet, an elongated contact member included in the circuit of said magnet and of varying dimensions throughout its length, a movable, contact member also included in the circuit of said magnet, speed controlled .means tor moving the movable contact member with respect to thc elongated contact member, and track controlled means tor changing the position of said movable contact member relatively to the other contact member; substantially as described.

4. Train control apparatus, comprising speed controlling means including a magnet, a movable contact member in the circuit ot said magnet, a coperating contact member, speed driven means for moving thiV movable contact member longitudinally with respect to the coperating contact member, and track controlledmeans 'for moving the movable member transversely With respect to the coperating contact member; substantially as described.

5. Train control apparatus, comprising speed controlling means including a magnet,

-an elongated contact member included in the circuit of said magnet, said elongated member being of varying Width, a movable coperating contact member also included in the circuit of the magnet, speed controlled means for moving the movable contact member in one direction with `respect to the coperating contact member, and track controlled means for moving the movable contact member in another direction with respect to the coperating contact member; substantially as described.

6. Train control apparatus, comprising a speed controlling device including a magnet, coperating iiXed and movable contacts elongated tapered contact included in said' circuit of said magnet, a coperating movable contact also included in the circuit ot said magnet, a train driven centrifugal device or actuating the movable member, mechanism for shifting the movable member transversely with respect to the first named contact device, and track apparatus for controlling said shifting means; substantially as described.v

8. Train 'control apparatus, comprising a speed controlling device, operating means for said device including a magnet, an elongated tapered contact included in said circuit of said magnet, a coperatiing movable contact also included in the circuit of said magnet, a train driven centrifugal device for actuating the movable member, mechanism for shifting the movable member transversely with respect to the first named contact device, and track apparatus for controlling said shifting means, together with means for automatically restoring the parts to normal conditions after operation; substantially as described.

9. Train control apparatus, comprising a` speed controlling device, a member movable at all times in accordance with the speed of the train and Whose position controls the operation of said device, and means controlled by `track conditions- Afor shifting the .position of said member Without affecting the extent of its speedcontrolled movement; substantially as described.

10. Train control apparatus, comprising a speed controlling device, a member movable at all times in accordance with the speed of.

speed controlling device, al train actuated member movable in 'accordance With the speed of the train at all times, andV which controls said device, and track controlled means for shifting the position of said. member under abnormal conditions without affecting the extent of its speed controlled movement; substantially as described.

12. Train control apparatus, comprising" a speed controlling device, a single movable train actuated member for controlling the position of said device in accordance With the speed of the train under normal conditions, and track controlled means for shifting said position under abnormalconditions, together with means for holding said member in its shifted position so long as the abnormal conditions exist Without interfering With the normal speed controlled movement of the member, substantially as described. i

13. Apparatus of the character described,I

comprising an indicator having a fixed member and a displaceable member, connections for moving the displaceable member at all times in accordance with the speed of the train, and means on the vehicle, controlled by track conditions for imparting an additional movement to said displaceable member with. respect to said fixed member to indicate permissive speed for the vehicle, substantially as described.

14. Apparatus of the character described, comprising an indicator member, connections actuated by the movement of the train and dependent upon the speed thereof to impart a movement to said member in one direction, other connections controlled by track conditions for imparting another movement in a different direction to the same member, andA a train speed controlling device Whicli is controlled by the combined movements of the said member, substantially as described. i

ico

15. Train control apparatus, comprising a speed controlling device, a single movable tram actuated member for controlling the con position of seid device in accordance with the speed of the train under normal conditions, track controlled means for shifting the iosition of said member under abnormal tins, means for holding said member in its shifted position so long as the abnormal conditions exist Without interfering with the normal Speed-controlled move ment of seid infelnber, and `means for re- 

